Multifuel carburetor



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PERCENT 0F LATE/VT HEAT SUPPL/ED BY E/YMl/ST A. J. MEYER rs1-A1. 2,643,647

MULTIFUEL CARBURETOR 3 Sheets-Sheet 2 /QOO R-RM /DLE TO FULL T/-l/POTTLE ALCOHOL FUEL RECYCLED EXHAUST TEMP I l I I I I I I I I I I I I /a zo 2/ 22 2a a; as ze 27 es A.0.M./=. /NcHEs 7l' mu/w INVENTORS ANDRE MEI/ERI:

RALPHE.DA I//S ATTORNEY June 30, 1953 A. J. MEYER ETAL MULTIFUEL CARBURETOR Filed Aug. 3, 1948 INVENTOR. ANDRE MEYER RALPH E. DAV/S BY 0M, mw

ATTORNEY Patented June 30, 1953 naar? MULTIFUEL CARBURETOR Andre J. Meyer, Lexington, Ky., and Ralph E. Davis, Jamestown, Ind.; said Davis assignor'to Joseph E. Seagram & Sons, Inc., Shively, Ky.,

a corporation of Indiana Application August 3, 1948, Serial No. 42,298

, 16 Claims. 1

The present invention relates to a fuel charge forming device, commonly known as a carburetor. for internal combustion engines.

At the present time gasoline is used extensively as a fuel for the internal combustion engines providing the motive power for farm tractors, farm lighting equipment, trucks and other apparatus. Recently, methods have been developed which enable the production of ethyl alcohol on a small scale from farm Wastes, such as sawdust, fruit culls, frost bitten grains, or from surplus carbohydrate crops, so that the farmer can produce alcohol for fuel from his crops with substantially no cash outlay. Production of alcohol in this process furthermore has the advantage that only carbohydrate material is used, and the nitrogenous Waste from the process can be returned to the soil as fertilizer, or can be utilized as a cattle food supplement. It is, therefore, desirable to provide for operation of such farm equipment by either gasoline or'ethyl alcohol as the fuel as this Will enable the farmer to use whichever fuel is advantageous to him. The use of alcohol as a fuel also is advantageous in countries deficient in petroleum resources.

Accordingly, it is an object of the present invention to provide a charge forming device Which may be employed selectively for supplying a gasoline-air charge or an alcohol-air charge to an internal combustion engine.

A further object is the provision of a fuel carburetor which can be utilized for supplying a gasoline-air charge to an internal combustion engine, and which can be converted and easily adjusted for supplying a charge of some other fuel to the engine.

Still another object is to improve the charge forming efficiency of a vcarburetor regardless vof Whether gasoline or other fuel is employed.

Another object is the provision of a charge forming device for supplying heat from the engine exhaust gas to the fuel charge in the quantity required for proper operation under variabley load andv speed conditions.

Another object of the invention is the provision of a carburetor which improves the operating efciency of an internal combustion engine.

Another object is the provision of a carburetor including a fuel combustion device for supplying heat to the fuel to assist starting in cold weather'.

In accordance with one feature of the present invention thereI is provided a plurality of nozzles for introducing fuel into the air supply lineof the engine at arate dependent on the air velocity with provision for selectively shutting off the flow of fuel through at least one of said nozzles. If desired, the nozzles may be located at aV common restriction in the air supply line which provides a low pressure zone, or separate restrictions may be provided.Y Provision may be made for cold Weather starting by having an ignition chamber into which fuel is introduced by the action of the air flow and Where' it is ignited, and the heated products of combustion are drawn into the fuel charge by the air flow. Thus, the fuel may be introduced directly into the air stream, or some of the fuel may be introduced into the air stream by Way of the ignition chamber.

Preferably, the air supply line to the engine provides a plurality of restrictions in series providing low pressure zones dependent on rate of air flow, and the fuel is introduced by suitable nozzles at said restrictions. The fuel ovv to one restriction may be adjusted in the desired proper proportion to air for one type of fuel, so that by cutting out fuel flow to the other restriction the carburetor may be employed with gasoline as the fuel. The fuel flow to said other restriction may provide for a fuel enrichment of the charge, so that by allowing flow to both restrictions the proper charge is formed for some other type of fuel. By providing the restrictions in series, rather than in parallel, changes in pressure at one zone of the air supply line, as by the introduction of fuel, effects a proportionate change at the other restriction, so that by selectively allowing fuel flow to one orboth restrictions the fuel charge forming device may be employed with anyof a variety of fuels.

In a practical embodiment of the invention,

there is provided a carburetor for supplying liquid fuel to an internal combustion engine, having pluraloat chambers connected to the fuel line. In connection with one float chamber provision may be made for adjusting the fuel-air ratio supplied the intake manifold for one type of fuel, as for example, for idling, cruising speeds and acceleration, and the other chamber may provide for injection of additional fuel to the intake manifold so that the two chambers supply fuel in proportion to air intake of the engine. This enables a conventional gasoline carburetor to be used as the one chamber, so that, for example, in using alcohol as the fuel, the two chambers together provide the required substantially constant fuel-air ratio at various throttle openings. The carburetor may be used alternatively for gasoline as the fuel o r for alcoholor other fuels by the provision of valved connections between the fuel line and chambers, so that one or both chambers may be connected to the fuel line as desired.

In a carburetor, the atomization of the fuel is a function of the velocity of the air supply to the engine cylinders, and at restricted position of the throttle or at low engine speeds, the low air velocity results in inferior atomization com pared to that obtained with the throttle in further opened position. At low air velocities the fuel atomizes in large droplets which have a tendency to precipitate out of the air stream so that the cylinders farther from the carburetor receive less fuel. This situation is not so pronounced at higher air velocities because the fuel atomizes in smaller droplets. It is, therefore, desire-ble to provide heat to the fuel in the proper proportion to vaporize enough fuel to offset the precipitating tendency. This is especially important in using' alcohol as the fuel because alcohol has a high latent heat of vaporization cornpared to gasoline, and has a fixed boiling point. Under some conditions ice formation may occur in the carburetor unless heat is supplied thereto.

In accordance with another feature of the in vention, as the air flow to the engine increases, heat from exhaust gas is supplied to one portion of the air stream in an increasing ratio, and to another portion in decreasing ratio. By properly proportiorn'ng heat flow to the different portions of the air stream, the overallheat per unit weight of fuel supplied to the engine may vary in substantially any desired ratio. Thus, the largest amount of heat may be supplied to the fuel at low speed, the ratio decreasing at the proper rate as the speed of the engine or its load increases The efficiency of operation of the engine thus is promoted.

The fuel introduced to the charge bears a substantially constant ratio to the volume of gas flowing past the restriction. However, by replacing part of the air with practically inert exhaust gas and fuel vapor the oxygen content of the charge is reduced without reducing its velocity or volume, so that the fuel-oxygen ratio at the downstream nozzle increases as the throttle valve is opened wider. This increase is offset by providing a decreasing fuel-air ratio at the upstream fuel nozzle, so that the two nozzles together supply a constant fuel-air ratio.

The invention will be described in greater detail in connection with the accompanying drawing where are shown preferred embodiments of the invention by way of illustration, and wherein:

Figures l and 2 are schematic sectional views illustrating the operating principle of a preferred embodiment of the invention,

Figure 3 is a View partly in section of a detail,

Figure fi shows graphs covering certain performance conditions, andv Figure is a schematic viewsimilar to Figure 1 of a modification.

Referring to the drawing, the numeral I indicates in general a carburetor of known construction for supplying a gasoline and air charge to a gasoline engine, the carburetor being modified for accommodation of the superstructure indicated generally at 2, to be later described in detail, and whichmodies the carburetor for use with an alternative fuel, suchas alcohol. Superirnposed on the lower float chamber 3 is an upper float chamber 4 formed in the superstructure which provides a cover for the lower float chamber. The fioat chambers are supplied with fuel through float valve controlled inlets 5 and 6 connected to a common fuel line 1. As shown in the drawing, a three-Way valve 8 in the fuel line may be positioned to supply fuel to the lower chamber 3 only, as where gasoline is employed as the fuel, or to both upper and lower1 chambers 4 and 3 respectively, when fuels requiring a different air ratio are used. The superstructure includes a cover plate II for thcupper oat chamber 4 and provides an ignition chamber I2 above the cover plate.

An air supply or charge forming conduit I4 opening to the atmosphere at I5 extends downwardly throughv the ignition chamber I2 and float chambers 4 and 3, and at its end the air supplyconduit connects with the intake manifold I6 of the engine. A passageway I1 opening into a scoop` in the air supply conduit I4 near the air inlet I5 connects with a pocket I8, which in turn connects by opening I9 in the cover plate II with float chamber 4 above the level of fuel therein. A conduit 2| also connects pocket I8 with the float chamber 3 above the levelof fuel therein.V These conduits serve to equalize the air pressures in chambers 4 and 3 with the supply air pressure, to provide against variable air supply conditions causing a changein the airfuel ratio.

The lower chamber 3 connects through a jet orifice 23 with a conduit 24 extending through a boss and terminating at a nozzle 25 adjacent a restriction 26 in the air supply conduit I4, and an air conduit 21 in a boss connects chamber 3 above the fuel level with conduit 24. A passageway 28 extends from the air inlet. to a needle valve controlled nozzle opening 29 on the downstream side of thel throttle valve 3| and also connects with an opening 32 on the upstream side of the throttle valve. Conduit 24 is continued to hollow orifice fitting 33 which connects by conduit 34 with air conduit 28 to supply fuel to nozzle 29. Conduits 24, 34 and 28 provide fuel during idling operation of the engine, and valved opening 29 on the downstream side of the throttle valve provides adjustment of the air-fuel ratio for idling.

The inlet manifold pressure on the downstream side of the throttle valve, which is subatmospheric, is transmitted by conduit 35 to piston 36 which controls economizer valve 3'! so that upon opening the throttle valve 3I the-increase in pressure in the inlet manifold and under piston 35 allows the spring 33 to open valve 3l' to admit more fuel to the conduit 24. When the throttle valve 3 I` is opened the aspirating effect of the air velocity at the restriction 2t in the air supply conduit draws a fuel charge from conduit 24 through atomizing nozzle 25, which is supplied tothe intake manifold and is distributed to the cylinders. The carburetor includes an accelerating pump 39 connected in any suitable manner (not shown) to the throttle valve 3I so that when the throttle valve is suddenly opened fuel is pumped by conduit 4Q through nozzle 4I into the air supply at restriction 26 to supply an enriched mixture tothe engine during acceleration. The construction and operation of the lower fuel chamber 3 and the charge forming means as'above described are known, and in the modification illustrated, the float chamber 3 is connected with the air supply line I4 through pocket I8 instead of being connected directly with the inlet of air supply line I4, in order to provide a simple and economical construction. K

The upper chamber' 4 provides a sleeve or Well 42 extending through wall II and having an amasar from the chamber d. 'A tube 44 having a restriction at the end is threaded in the sleeve 42 and extends downwardly in spaced relation to well i2 to near the bottom thereof, and thus an annular space 45 is provided therebetween. Orices 58 in the wall of sleeve 42 connect air chamberv 4l, which is separated from chamber 4 by partition 4l with the annular space 45 in the well, air being supplied to the chamber 41 from pocket I8 by a suitable orifice fitting 48 threaded therein. Chamber I2 is connectedr by annular nozzle opening 59 with the air inlet line Illnear a restriction 50 therein; Fuel is drawn from chamber 4 through tube or nozzle lili into chamber I2, and is introduced through nozzle opening 49 at the restriction 5B into air supply line I4. The amount of air supplied through orifices 46 may be varied by replacing fitting 42 by one having different sizes of orifices therein.

The lower section of the superstructure prof vides a chamber 5! which is connected to restriction of passage i@ by an annular throat or nozzle opening 52, Chamber 5I is connected by a conduit 53 to the exhaust manifold 5ft, and may be in thermal contact with the fuel in charnber 4 to heat the fuel therein to assist in its vaporization. rI'hus, under certain conditions to be hereinafter explained, hot exhaust gases are drawn in and mixed with the fuel in passage ifi at restriction 26 on the upstream side of throttle valve 3| to form a charge consisting of air, fuel and some exhaust gas, to be supplied to the motor.

The inlet manifold IS is bored and threaded at 55 to communicate with the exhaust manifold through an opening 55 therebetween, and a coinbined radiator and bleed fitting 5l is threaded in the bore 55. This fitting comprises a body having fins 58 with grooves 5S therebetween, and a plug 6e is threaded into an end of the body to provide an annular passageway 5l. Bores il in the grooves 53 communicate with the passageway 6I which in turn connects with the exhaust manifold. The radiator body 5l may be surmounted by a flange 63 which may be separate or integral therewith` The radiator body -51 preferably is made of aluminum or some other good heat conducting material so that exhaust gases drawn through passageway I and bores B2 into the inlet manifold iS are cooled by the radiator sufciently to prevent ignition of the fuel charge therein. It is to be observed that the radiator 51 admits exhaust gas on the downstream side of the throttle valve 3l, and conduit 53 admits exhaust gas on the upstream side of the throttle valve.

Chamber l2 has an air inlet nozzle 65 adjacent the bottom opening to the atmosphere and a spark plug 655 is secured in this chamber and is connected to a suitable source of electricity through a manually controlled switch. The air nozzle 65 is so located relative to nozzle lill that when the engine is choked the jet of air from nozzle S5 sweeps the fuel across the electrodes of the spark plug to ignite the fuel. If desired, a a gasoline primer may be employed for starting the engine in place of the embodiment illustrated. The spark plug is utilized for cold weather starting and ignites the fuel in chamber I2 to pro vide heat for vaporizing the fuel.

The operation of the invention now will be described. The invention is particularly adapted to forming a charge of alcohol and air and supplying it to an internal combustion engine of the gasoline burning type, and its operation will Y line Iii.

. d be described in connection with such a fuel charge, although not limited thereto. The lower carburetor i is of known type and its operation need not be described in detail. The lower carburetor is adjusted to prepare a charge of gasoline and air in the proper proportion to the engine when chamber l is shut oif from the fuel line by valve 8. If it is desired to employ alcohol as a fuel y the valve 8 is turned yto the position illustrated to connect both chambers 3 and f to the fuel supply line l.

An internal combustion engine operating at a given speed and load has a fixed air intake and more alcohol than gasoline on a weight basis is required te consume the air intake. The lower chamber 3 supplies a spray of alcohol to the air line M by nozzle 25 at approximately the same ratio to air as it would supply gasoline. However, the resulting mixture is not rich enough in alcohol for proper operation of the engine. The upper chamber i supplies additional alcohol mist through the nozzle opening iii to the air. intake, this alcohol being drawn upward through tube de into chamber l2 where it spreads over the floor of the chamber, and thence by nozzle opening #le into the air inlet line Eli, so that a proper mixture of air and alcohol is supplied to the intake manifold of the engine by both fuel nozzles. The adjustment of air flowing through nozzle d@ provides for reducing the fuel-air ratio supplied by this nozzle at higher speeds to balance the increased fuel-air ratio supplied at higher speeds at nozzle 25, because an increase in the amount of air passing through the nozzle dit reduces the amount of fuel drawn therethrough into the air The spari: plug BS is utilized for cold weather starting and the combustion of alcohol in chamber! f supplies heat vfor vapcrizing the alcohol at the start.

After the engine is operating heat is supplied to the alcohol on the upstream sideA of throttle valve 3! from the exhaust manifold by tube and chamberd connected by throat 52 to the air inlet line ift. Heat also is supplied to the charge by exhaust gas admitted on the downstream side of the throttle valve by the openings 452 in radiator 5?. At low air velocities atomization of the fuel is inferior, and it is necessary to supply heat to the fuel charge to vapor ize some of the fuel and prevent precipitation of the fuel particles from the charge in the intake manifold with consequent poor distribution of fuel to the cylinders. However, underV greater loads the air velocity is higher so that atomization of the fuel is better, and the fuel particles y stay in suspension better, and less heat for vaporization is required to keep the fuel from precipitating in the intake manifold. Supplying an excess of exhaust gas over that required to provide the needed heat results in lower engine efficiency and lower power output, while a deficiency of heat results in poor engine operation and may cause icing in the carburetor.

When the engine is operating at low speed with the throttle valve 3l restricted, a high vacuum is attained in the air line li on the downstream side ofthe throttle valve, so that the largest volume of exhaust gas is drawn through radiator 5l' into the' charge. As the throttle valve opens wider the vacuum in line I4 on the downstream side of the throttle reduces and less ex haust gas is drawn in, and even though the temperature of the exhaust gas increases, the heat per fuel unit supplied through radiator 51 decreases at too rapid a rate for eiicient operation. A slightly decreasing proportion of exhaust gas to fuel is drawn into the charge at the throat 52 on the upstream side of the throttle valve as the airy flow increases, and as the exhaust temperature increases with increase of air flow, more and more heat is supplied to the charge from this connection, so that an excessive amount of heat is supplied to the charge from connection 53. However, by suitably proportioning the effective areas of exhaust gas openings 52 and l?. the desired ratio of exhaust gas to fuel may be obtained for all operating conditions.

The cooperation of conduits 53 and 5l in admitting exhaust heat in the proper proportion will be explained in connection with the accompanying graphs shown in Figure 4. Curve A may be regarded as a typical curve representing the proportion of latent heat required to be supplied to the charge by exhaust gas heat. Curves a and b represent the variations in exhaust-air ratio with variations in absolute dry manifold pressure when operating at constant speed under varying load conditions, curve la being taken with inlet manifold IB disconnectedk from exhaust manifold 54 except through tube 53, and curve b being taken with the inlet manifold disconnected from the exhaust manifold except through radiator l. Referring to curve a., it will be seen that the proportion of exhaust gas supplied at the throat 52 per pound of air is practically constant at all rates of air or fuel flow. This is because the now through nozzle 52 of fixed area is proportional to the static pressure differences in the exhaust manifold and the throat 26. Thus, the greater the air flow the greater is the static pressure of the exhaust gas, and the smaller is the static pressure at the throat 2E, so that the flow of exhaust gas into the charge increases at subystantially the same rate as the air flow. However, the temperature of the exhaust gas rises with increased fuel and air supply, as shown by curve B, so that the heat supplied to the charge by nozzle 52 increases with increased air flow. If the area of throat 52 or conduit 53 is selected to supply entirely the desired heat at restricted throttle position, the heat supplied at wider open throttle positions will always be in ever increasing excess of the requirements, as shown by curve a".

Considering now curve b, the flow of exhaust gas from the exhaust manifold to the intake manifold by orifices @2 depends on the differences in static pressure between the exhaust manifold and intake manifold. At loW rates of air flow the intake manifold pressure is low (subatmospheric) and the exhaust manifold pressure is always slightly above atmospheric pressure. As the air ow increases the pressure in the intake manifold rises faster than the exhaust pressure rises, and thus the flow of exhaust gas into the intake manifold rapidly falls off. The flow falls off so rapidly that the heat supplied by the exhaust gas flow also falls off as shown by curve b in spite of the increasing temperature thereof. This curve b always approaches zero at wide open throttle, and if the area of orifices 52 were selected to give entirely the desired heat input at restricted throttle position the lcurve would follow substantially line b" so that the heat supplied will be in ever increasing deficiency. Thus, too little heat would be supplied to the fuel charge at all positions of the throttle other than at restricted position. However, by suitably proportioning the area of orifices 62 to the area of throat 52 (or conduit 53) the resultant curve c may be made to coincide with curve A at two selected points, which may be the idling and full open throttle positions, or any other two points, because curve c may be made to assume an intermediate position between curvera" and b". Then, all other points on the resultant curve C will approximate the required proportion of heat to fuel for various throttle positions as required for curve A. If desired, conduits 53 and 6i may each have a suitable valve for controlling their effective areas, or both of these conduits may connect into a common exhaust gas conduit and may be controlled by a double valve which reduces the effective area of one while enlarging the effective area of the other.

An engine designed for operation on either gasoline or alcohol should have a compression ratio of about 7.35 for best results as this is about the top limit for commercial automobile gasoline treated with tetraethyl lead, and gives comparable eiciencies using alcohol as the fuel. Also, when employing recycled exhaust gas and alcohol as fuel the optimum sparks advance generally should be greater than employed with gasoline, depending on the particular design of engine.

In the modiction shown in Figure 5, wherein like parts are designated by like numerals, the float chamber "H, which contains the accelerator pump, fuel economizer valve, etc. of chamber 3, has a cover plate I2 in which is located the nozzle 44 opening into ignition chamber l2. The upper wall of the ignition chamber is bored and threaded to receive a needle valve 'i3 which is employed to close nozzle or tube G4 when the carburetor is employed for gasoline. A lock nut lll holds the needle valve in closed or open position as desired. When the carburetor is to be used for a fuel other than gasoline the needle valve 'I3 is opened so as to admit fuel into the ignition chamber I2. Chamber i2 is connected by a sump and a series of nozzle openings 'i5 to the throat or restriction 26 in air line Irl so that the fuel which spreads over the floor of chamber I2 is supplied thereby to the air line. Except for the differences in construction above pointed out, this embodiment is constructed and operates substantially the same as that shown in Figures 1 to 3. If desired the ignition chamber l2 may be omitted, in which case the nozzle 4 may open directly into the restriction 26 and may be supplied with a suitable Valve, or may connect with a sump connected by nozzle openings 'f5 with the restriction.

Ihe carburetor herein disclosed embodies the practical operating efficiencies of a gasoline car buretor, and is readily changed over into an alcohol carburetor, with retention of the operating efficiency. In addition, the efficiency of the carburetor is enhanced by supplying exhaust gas heat to the fuel charge at the proper descending ratios to maintain efficient distribution of fuel t0 the engine cylinders at all rates of fuel flow.

We claim as our invention:

1. A liquid fuel carburetor for an internal 'combustion engine comprising: a fuel charge forming conduit having an opening for admission of air, and adapted to be connected to the engine, said conduit having means for aspirating fuel to produce a fuel charge: a throttle valve between said means and the engine to control the fuel supplied to the engine; means on the upstream side of said throttle valve for producing a low pressure zone responsive to air velocity; a conduit adapted to connect said zone with the exhaust line to the engine for introducing exhaust gas; and a second conduit communicating between said fuel charge forming conduit on the opposite side of said throttle valve and the exhaust line of the engine for introducing exhaust gas.- y .l

2. A liquid fuelcarbur torforan internal combustion engine comprising: a housing providing a pair of fuel supply chambers; a fuel charge forming duct having a pair of restrictionsarranged in series therein; means connecting said restrictions. .with .said supply chambers respectively for drawing fuel from saidchambers; means for supplying exhaust gasto said charge forming duct ata rate proportional to the velocity of air flow therethrough; and means for supplying exhaust gas `to `said duct atL a rate inversely dependent on the static pressure in said duct.V ,s

3. A carburetor as specified in claim 2 having a throttle valve in thefuel` charge forming duct, and wherein said exhaust gas 'supply means are connected on the upstream-"and downstream sides respectively of thethrottle valve.

4. In a liquid fuel carburetor for internal combustion engines: a fuel charge forming conduit having means for providing a low -pressure zone dependent on rate of air flow; nozzle means for supplying fuel to said conduit at said means; means for supplying exhaust gas to said conduit at a rate proportional to the velocity of air flow through said conduit and means for simultaneously supplying exhaust 4gas to said conduit at `a rate inversely dependent on the static pressure in said conduit.

5. 'Ihe method of forming a fuel charge for an internal combustion engine which comprises: introducing a spray of fuel into an air stream; introducing exhaust gas into the air stream at one zone at a rate substantially proportional to the air velocity; and simultaneously introducing exha-ust gas into the air stream at another zone at a rate varying inversely with the static pressure of the air stream.

6. The method of forming a fuel charge for an internal combustion engine which comprises: introducing a spray of fuel into an lair stream passing through a conduit having a throttle valve therein to control the flow therethrough; introducing exhaust gas from the engine into the air stream upstream of the throttle valve at a rate proportional to the air velocity in the conduit; and introducing exhaust gas from the engine into the air stream in a zone downstream of the throttle valve at a rate inversely proportional to the static pressure of the air stream in said zone.

7. In a carburetor for an internal combustion engine: a fuel charge forming conduit having an opening for admission of air, and adapted to be connected to the engine; means communieating with said conduit for introducing afuel charge therein; a throttle valve in said conduit between said means and -said engine; means adapted to be connected to the engine exhaust for introducing exhaust gas into said conduit on the upstream side of said throttle valve; and means `adapted to be connected to the engine exhaust for introducing exhaust gas into said conduit on the downstream side of said throttle valve.

8. In a carburetor for an internal combustion engine, a fuel charge forming conduit for admission of :air to the engine and having at least one restriction therein providing a low static pressure zone; a iioat controlled chamber for liquid fuel; nozzle means connecting said chamber with a low static pressure zone in said conduit for introducing fuel thereto; a second float controlledchamber forliquid fuel; a common supply conduit for said cham-bers; valve means for selectively stopping flow of'fuel to one of said chambers; a.; third chamber above thesecond chamber and having nozzle meansV connected to a low-static pressure zone in said conduit; and 'a combined air and fuel lift nozzle for transferring fuel from the second chamber to the third chamber. 4

9. Acarburetoras specified in claim 8 having an igniter inthe third chamber above the liquid therein. y 4 Y l 10. In a carburetor for an internal combustion engine: La. fuelucharge forming. conduit having an opening for admission of air, and adapted to be connected to the engine intake, said conduit having at vleast one restriction providing a low static pressure zone therein; a supply chamber forliquid fuel; a second chamber above the first chamber and connected by a restricted passage- Way to said lovv 'static pressure zone to developa suction pressure in said second chamber; an open tube extending from said vsecond chamber below the level of liquid in said supply chamber; and an open jacket surrounding said tube; the space between said jacket and tube being connected to the atmosphere, whereby a spray of air and liquid fuel is drawn into said second chamber through the tube.

11. A carburetor as specified in claim 10 wherein the connection of the space between the jacket and tube to the atmosphere is a passageway opening into said conduit to provide kair pressure therein proportional to thejair velocity in the conduit.

12. In a carburetor for an internal combustion engine: ya fuel charge forming cond-uit for admission of air to the engine; a supply chamber for liquid fuel; a second chamber above the supply chamber; nozzle means for injecting fuel from the second chamber into said conduit; a combined air and fuel lift for transferring fuel from the supply chamber to the second chamber; a throttle valve in said conduit; means adapted to be connected to the engine exhaust for introducing exhaust gas into said conduit on the upstream side cf said throttle valve; and means adapted to be connected to the engine exhaust for introducing exhaust gas into said conduit on the downstream side of said throttle valve.

13. A carburetor as specified in claim 12 wherein said latter means comprises a perforate heat radiator.

14. In a carburetor for an internal combustion engine: a fuel charge forming conduit for admission of air to the engine and having :at least one restriction therein providing a low static pressure zone; a first level controlled chamber for liquid fuel; means connecting said chamber to a low st-atic pressure zone in said conduit; a second level controlled chamber for liquid fuel separate from the rst chamber; a third chamber providing a vapor space and an `accumulating floor therein for liquid fuel, said second chamber being connected adjacent the accumulating floor to a low static pressure zone in the conduit to supply fuel to said conduit; means for transferring a fuel spray from the second chamber to the third chamber, and pressure equalization conduits connecting the third chamber to said rst and second chambers.

15. In a carburetor forA an internal combustion engine: a fuel charge forming conduit for admission of air to the engine and having a pair of spaced restrictions therein providing low static pressure zones; means communicating with the downstream one of said low static pressure zones for introducing a fuel charge to said conduit; means communicating with the upstream one of said 10W static pressure zones for introducing a fuel charge to said conduit; and means for introducing a fuel charge to said conduit; yand means for introducing exhaust gas from the engine between said restrictions whereby the air velocity at the upstream restriction is reduced.

16. A carburetor as specified in claim 15 having a throttle valve downstream of said downstream loW static pressure zone, and means for introducing exhaust gas from the engine downstream of `said throttle valve. Y

ANDRE J. MEYER. RALPH E. DAVIS.

References Cited in the le of this patent UNITED STATES PA'rErrrs Number Name Date 1,345,378 Lucke et al. July 6,1920

Number Number 20 510,040

12 Name Date' Higgins July 18, 1922 Westereld Oct. 16, 1923 Woolson Jan. 24, 1928 Woolson Oct. 16, 1928 Ross Nov. 3, 1931 Moore Mar. 14, 1933 Harris Aug. 1, 1933 Ensign et al Feb. 27, 1934 Moore July 14, 1936 Briggs Feb. 2, 1937 Rector Apr. 9, 1940 Firth etal Oct. 7, 1941 'Stupecky Apr. 18, 1944 Pratt May 23, 1944 FOREIGN PATENTS Country Date Great Britain July 26. 1935 

